CA1173369A - Emission controlled two-cycle engine - Google Patents
Emission controlled two-cycle engineInfo
- Publication number
- CA1173369A CA1173369A CA000373828A CA373828A CA1173369A CA 1173369 A CA1173369 A CA 1173369A CA 000373828 A CA000373828 A CA 000373828A CA 373828 A CA373828 A CA 373828A CA 1173369 A CA1173369 A CA 1173369A
- Authority
- CA
- Canada
- Prior art keywords
- combustion chamber
- fuel
- port
- air
- crankcase
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
- F01M3/00—Lubrication specially adapted for engines with crankcase compression of fuel-air mixture or for other engines in which lubricant is contained in fuel, combustion air, or fuel-air mixture
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B33/00—Engines characterised by provision of pumps for charging or scavenging
- F02B33/32—Engines with pumps other than of reciprocating-piston type
- F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B75/00—Other engines
- F02B75/02—Engines characterised by their cycles, e.g. six-stroke
- F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
- F02B2075/025—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle two
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Combustion Methods Of Internal-Combustion Engines (AREA)
- Lubrication Of Internal Combustion Engines (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
An emission controlled two-cycle internal combustion engine is disclosed. The presence of unburned hydrocarbons and oil smoke is substantially reduced by eliminating the use of lubricating oil in the fuel, confining lubricating oil for the engine to the crankcase, purging exhaust gases from the combustion chamber with pressurized fresh air, and timing the injection of fuel into the combustion chamber to occur near the closure of the exhaust port to eliminate the escape of unburned fuel through the exhaust port.
An emission controlled two-cycle internal combustion engine is disclosed. The presence of unburned hydrocarbons and oil smoke is substantially reduced by eliminating the use of lubricating oil in the fuel, confining lubricating oil for the engine to the crankcase, purging exhaust gases from the combustion chamber with pressurized fresh air, and timing the injection of fuel into the combustion chamber to occur near the closure of the exhaust port to eliminate the escape of unburned fuel through the exhaust port.
Description
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21 i. Field of The Invention . ..~
22 The present invention is directed to two-cycle internal 23 combustion engines~ More particularly, the present invention 24 concerns an emission controlled two-cycle engine wherein the 2S presence of raw fuel, unburned hydrocarbons and oil smoke is 26 substantially eliminated from the exhaust gas of the engine.
27 2. Description of The Prior Art 28 As is well know, two-cycle engines contr.ibute ~ubstantially 29 ///// , 3~ ////~ I .
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1 more power than four-cycle engines on a per unit volume and/or -_ 2 weight basis. In fact, the difference in power produced by the 3 two types of engines is so great that where the weight and size - 4 of a power plant is important such as in motorcycle racing, the use of four-cycle engines has been all but abandoned.
6 Four cycle engines, nevertheless, are used as the principal ~ type of internal combustion engine in today's automobiles, 8 trucks and other passen~er vehicles. The reason for this is 9 balieved to reside in the substantial amount of pollutants in-cluded in the exhaust gases of the conventional two-cycle engine ll in use today. The high le~el of pollutants in the exhaust 12 gases of two-cycle engines is principally due to the use of a 13 gasoline-oil mixture as the fuel, as well as the means for 14 purging exhaust gases from the cylinder.
The use of gasolinè-oil mixture as the fuel obviously re-16 sults in burned oil and oil smoke being present in the exhaust l~ gases. Further, the purging of exhaust gases from the com-18 bustion chamber using the gasoline-oil mixture that is to b~
l9 used for the next power stroke results in the escape of some of the gasoline-oil mixture with the exhaust gases.
21 With the emphasis on clean air and smog control today, it 22 is clear that the two-cycle internal combustion engine is 23 undesireable, or at least ~highlyr limited, for usle on passenger 24 vehicles unless the exhaust gases of such an engine can be made free of ~ollutants.
26 Advances have been steadily made in the technology of in-
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21 i. Field of The Invention . ..~
22 The present invention is directed to two-cycle internal 23 combustion engines~ More particularly, the present invention 24 concerns an emission controlled two-cycle engine wherein the 2S presence of raw fuel, unburned hydrocarbons and oil smoke is 26 substantially eliminated from the exhaust gas of the engine.
27 2. Description of The Prior Art 28 As is well know, two-cycle engines contr.ibute ~ubstantially 29 ///// , 3~ ////~ I .
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1 more power than four-cycle engines on a per unit volume and/or -_ 2 weight basis. In fact, the difference in power produced by the 3 two types of engines is so great that where the weight and size - 4 of a power plant is important such as in motorcycle racing, the use of four-cycle engines has been all but abandoned.
6 Four cycle engines, nevertheless, are used as the principal ~ type of internal combustion engine in today's automobiles, 8 trucks and other passen~er vehicles. The reason for this is 9 balieved to reside in the substantial amount of pollutants in-cluded in the exhaust gases of the conventional two-cycle engine ll in use today. The high le~el of pollutants in the exhaust 12 gases of two-cycle engines is principally due to the use of a 13 gasoline-oil mixture as the fuel, as well as the means for 14 purging exhaust gases from the cylinder.
The use of gasolinè-oil mixture as the fuel obviously re-16 sults in burned oil and oil smoke being present in the exhaust l~ gases. Further, the purging of exhaust gases from the com-18 bustion chamber using the gasoline-oil mixture that is to b~
l9 used for the next power stroke results in the escape of some of the gasoline-oil mixture with the exhaust gases.
21 With the emphasis on clean air and smog control today, it 22 is clear that the two-cycle internal combustion engine is 23 undesireable, or at least ~highlyr limited, for usle on passenger 24 vehicles unless the exhaust gases of such an engine can be made free of ~ollutants.
26 Advances have been steadily made in the technology of in-
2~ ternal com~ustion engines and specifically two-cycle internal 28 combustion engines. The following patents exemplify some of 29 //~
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the advances made over the years to have two-cyc~e ~ngi~e~ be 2 more efficient and of greater utility:
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the advances made over the years to have two-cyc~e ~ngi~e~ be 2 more efficient and of greater utility:
3 Ca~e No. 1,575,541
4 Bokemuller- Nv. 2,113,979 Mallory No. 2,156,665 Carter No. 2,381,646 7 Black No~ 2,799,258 8 Webb No. 2,873,574 9 Brown No. 3,340,855 Brown No. 3,340i857 1~ Morton No. 4,016,838 12 Notwithstanding the advances made, there still remains a 13 requirement that two-cycle internal combustion engines be made 14 "cleaner" such that the exhaust gases thereof are substantially 1~ free of pollutants.
16 O~JECTS AND SI~MMARY OF THE INVENTION
. , _ _ 17 It is accordingly a primary object of the present invention 18 ~to provide a two-cycle internal combustion engine that'is 19 characterized by a substantial reduction in the amount of pol-lutants included in its exhaust gases.
2~ It is another ob~ect of the present invention to provide 22 a two-cycle internal combustion engine that does not re~uire a 23 gasoline-oil mixture for fuel.
2~ It is a further object of the present invention to provide a two-cycle internal combus~tion engine-in which fresh air 26 rather than a fuel mixture is used to scavenge the combustio~
27 chamber.
28 It is yet another object of the present invention to /////
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pxovide a two-cycle internal combustion englne utilizing the timed injection of fuel for each successive charge.
It is yet another object of the presen-t invention to provide a two-cycle internal combustion engine wherein the crankcase is isolated from the combustion chamber.
In accordance with the present invention there is provided an improved two-cycle internal combustion engine comprising:
a combustion chamber;
a piston slidabla within said combustion chamber;
a crankshaft and connecting rod system to slide said piston up and down cyclically within said combustion chamber ;
a lubrication system to provide lubricant to said crank shaft and connecting rod system;
sealing means for separating substantially said lubricant from the combustion chamber to prevent burning of said lubricant and exhaust of resulting polluants;
timed means for igni-ting an air fuel mixture in each cycle of piston and crank shaft movement;
a timed exhaust port in gaseous communication with the combustion chamber for allowing the exit of exhaust gases from said combustion chamber after a power portion of each cycle has occurred;
a timed -fresh air intake port in gaseous communication with the combustion chamber for admitting fresh air to the combustion chamber to help purge exhaust gases and to refill the combustion chamber with fresh air for the burning of the subsequently entered fuel charge;
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means for causlng injection of air to said timed fresh air intake port for the purging of exhaust gases and for providing fresh air to the said combustion chamber; and timed means of introducing fuel -that is not a combustible mixture to the combustion chamber at a time near to or after the closing oE the exhaust port such that said fuel may : not enter the exhaust port before combustion takes place to caus~ pollution to the atmosphere.
Also in accordance with the present invention there is provided a two-cycle internal combus-tion engine having:
a combustion chamber;
a spark plug extending therein;
a piston slidable withi.n said combustion chamber;
a crankcase;
at least one bottom seal ring disposed about the peripher~ of said piston for preventing lubricant in said crank case from entering said combustion chamber;
an in-take manifold independent of said crank case;
means to pressurise air within said intake manifold;
an air purge port providing gaseous communication between said combustion chamber and said intake manifold;
an exhaust port; and timed means for entering fuel into said combustion chamber at a time wherein said -fuel is prevented from entering said exhaust port before being combus-ted.
Further in accordance with the present invention there is provided a two-cycle combustion engine having;
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(a) a cylinder defining a combustion chamber;
(b) a cylinder head;
tc) a spark plug protruding through said combustion chamber;
(d) a piston slidable within said combustion chamber;
(e) at least one bottom seal ring on said piston;
(f) a crankcase, said bottom seal ring serving to prevent lubricating fuel in said crankcase from entering said combustion chamber and being burned therein:
(g) an intake manifold independent of said crankcase;
(h) an intake fan to presssurize air within the said intake manifold;
(i) an air purge port providing gaseous communication ~ between said combustion chamber and said intake manifold, said ~ purge port being substantially rectangular in configuration;
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~ (j) an exhaust port substantially rectangular in r~ configuration, located substantially opposi-te said purge port;
(k) a gasoline duct in gaseous communication with said . combustion chamber; located substantially above said air purge port;
.. (1) means to enter fuel, via said gasoline duct, into said combustion chamber after the air purge port is closed by upstroke of said piston, and immediately before said exhaust port is closed to prevent exhaust of unburned fuel; and ':
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(m) a crankcase lubrication system comprising an oil sump, an oil duc-t providing fluid communciation between said oil sump and said crankcase, a one-way valve to allow excess oil from said crankcase to return to said oil sump, and an air vent.
Further objects and the many attendant advantages of the invention may be best understood by reference to the following de~ailed description taken in conjunction with the accompanying drawings in which like reference symbols designate like parts throughout the figures thereof.
BRIEF DESCRIPTION OF THE DRAWINGS
FIGURE 1 is a cross-sectional side view of a two-cycle internal combus-tion engine in accordance with the present invention.
FIGURES 2 through 6 are a sequence of diagrams also illustrating a cross-sectional side view of the present invention which serves to show operation of a two-cycle engine in accordance with the present in~ention.
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1 DESCRIPTION OF THE PREFERRED EMBODIMENT .
2 Referring now to Fi.gure 1 of the drawings, an emission con-troll~d two-cycle internal combustion engine, in accordance 4 with the present invention, inc].udes a piston 2 situated to be ~ reciprocated in a cyiinder 4, The piston 2 is connected to a S crankshaft 6 by a connector rod 8 of conventional de5ign. A
7 conventional crankcase 10 is supplied with lubrica~ing oil . 8 through an oil duct 12 connectea to an oil sump 14. A one-way : valve 16 may--be used to have excess oil in the crankcase 10 re-turned to the oil sump 14~ An air-vent 18 provided in the oil 11 s~mp 14 may be used to prevent air locking.
12 ~ubrication.of the piston 2 and the bearings ~not shown) 13 of the subject two-cycle engine may be aGcomplished by either a-14 pressure or splash method, both of which are well known in the.
: 15 prior art.
16 -~ The-~piston 2~.is equipped with a sealing-ring~20 which i9 17 situated at, and fully encircles, the lower periphery of the 18 piston 2. The sealing ring 20 serves to keep the lubricating 19 oil in the crankcase 10 from escaping there~rom into the co~-21 bustion chamber 22 or the exhaust port 24 of the engine.
One or more compression rings 26 are provided at the .
22 upper periphery of the piston 2.
.23 The combustion.chamber 22 is pravided with an air input 24 port 28 through which pressurized air may be furnished by a blower 30 or the like for~the purpose of scavenging the combus-26 tion chamber 22.
27 Fuel is suppiied to khe combustion chamber 22 via a fuel 28 input duct 32 which may be appropriately connected to a timed 30 /~/// . .
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1 fuel injection system of any conventional design ~not shown~.
2 Ignition of the fuel is accomplished by the use of a conventlonal 3 spark plug 34 which may be connected to a conventional electrical 4 system used with internal combustion engines to be fired in timely fash.ion.
S The fuel input duct 32 communicates with the combustion chamber 22 by having an input port 36 in the side wall of the 8 cylinder 4. Preferably, the fuel input port 36 is situated.
9 above the upper edge 36 of the'exhaust port 24, such that the exhaust port 24 is he'arly closed or blocked by the piston 2 when ll fuel is injected through the input duct 32 and the port 36 into 12 the combustion chamber 22. A low pressure fuel injection sys- .
13 tem would be suitable for use if the port 36 is in close proxi~
14 mity to the upper ed~e 38 of the exhaust port 24. It is to be .' noted that the higher the input port 3~ of the fuel input duct 16 32 is on the wall of the cylinder 4~ the greater amount of pres- .
17 sure will be required to inject the fuel into the combustion .
18 chamber. However, the fuel input port 36 could be situated on l9 the'head 40 of the cylinder 4 if a high pressure uel injection system such as is conventionally used on diesel engines is used.
21 Reference is now made to Figures 2 through 6 for the pur-22 pose of describing the operation of the sub~ect two-cycle en-23 gine. The downstroke or expansion stroke of the engine is com-24 menced upon ignition of fuel contained in the combustion chamber Z5 22 b~ firing of the spark pl~g 34 as is illustrated by Figure 2.
26 Referring to Figure 3, continuation of the downstroke of the 27 piston 2 will resuit in the opening or uncovering of the ex-28 haust port 38 thereby perm.itting exhaust gases to escape from the 29 .///// ' ~ ' ' 30 /~//~ , , ' '.
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l ¦ combustion chamb~r 22. ~s shown in Figure 4, the opening o .~ ¦ the exhaust port 38 ls succeeded by the opening or uncovering 3 ¦ of the air input port 28 as the downward movement of the piston 4 ¦ 2 continues. The opening of the air input port 28 permits fresh
16 O~JECTS AND SI~MMARY OF THE INVENTION
. , _ _ 17 It is accordingly a primary object of the present invention 18 ~to provide a two-cycle internal combustion engine that'is 19 characterized by a substantial reduction in the amount of pol-lutants included in its exhaust gases.
2~ It is another ob~ect of the present invention to provide 22 a two-cycle internal combustion engine that does not re~uire a 23 gasoline-oil mixture for fuel.
2~ It is a further object of the present invention to provide a two-cycle internal combus~tion engine-in which fresh air 26 rather than a fuel mixture is used to scavenge the combustio~
27 chamber.
28 It is yet another object of the present invention to /////
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pxovide a two-cycle internal combustion englne utilizing the timed injection of fuel for each successive charge.
It is yet another object of the presen-t invention to provide a two-cycle internal combustion engine wherein the crankcase is isolated from the combustion chamber.
In accordance with the present invention there is provided an improved two-cycle internal combustion engine comprising:
a combustion chamber;
a piston slidabla within said combustion chamber;
a crankshaft and connecting rod system to slide said piston up and down cyclically within said combustion chamber ;
a lubrication system to provide lubricant to said crank shaft and connecting rod system;
sealing means for separating substantially said lubricant from the combustion chamber to prevent burning of said lubricant and exhaust of resulting polluants;
timed means for igni-ting an air fuel mixture in each cycle of piston and crank shaft movement;
a timed exhaust port in gaseous communication with the combustion chamber for allowing the exit of exhaust gases from said combustion chamber after a power portion of each cycle has occurred;
a timed -fresh air intake port in gaseous communication with the combustion chamber for admitting fresh air to the combustion chamber to help purge exhaust gases and to refill the combustion chamber with fresh air for the burning of the subsequently entered fuel charge;
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means for causlng injection of air to said timed fresh air intake port for the purging of exhaust gases and for providing fresh air to the said combustion chamber; and timed means of introducing fuel -that is not a combustible mixture to the combustion chamber at a time near to or after the closing oE the exhaust port such that said fuel may : not enter the exhaust port before combustion takes place to caus~ pollution to the atmosphere.
Also in accordance with the present invention there is provided a two-cycle internal combus-tion engine having:
a combustion chamber;
a spark plug extending therein;
a piston slidable withi.n said combustion chamber;
a crankcase;
at least one bottom seal ring disposed about the peripher~ of said piston for preventing lubricant in said crank case from entering said combustion chamber;
an in-take manifold independent of said crank case;
means to pressurise air within said intake manifold;
an air purge port providing gaseous communication between said combustion chamber and said intake manifold;
an exhaust port; and timed means for entering fuel into said combustion chamber at a time wherein said -fuel is prevented from entering said exhaust port before being combus-ted.
Further in accordance with the present invention there is provided a two-cycle combustion engine having;
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(a) a cylinder defining a combustion chamber;
(b) a cylinder head;
tc) a spark plug protruding through said combustion chamber;
(d) a piston slidable within said combustion chamber;
(e) at least one bottom seal ring on said piston;
(f) a crankcase, said bottom seal ring serving to prevent lubricating fuel in said crankcase from entering said combustion chamber and being burned therein:
(g) an intake manifold independent of said crankcase;
(h) an intake fan to presssurize air within the said intake manifold;
(i) an air purge port providing gaseous communication ~ between said combustion chamber and said intake manifold, said ~ purge port being substantially rectangular in configuration;
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~ (j) an exhaust port substantially rectangular in r~ configuration, located substantially opposi-te said purge port;
(k) a gasoline duct in gaseous communication with said . combustion chamber; located substantially above said air purge port;
.. (1) means to enter fuel, via said gasoline duct, into said combustion chamber after the air purge port is closed by upstroke of said piston, and immediately before said exhaust port is closed to prevent exhaust of unburned fuel; and ':
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(m) a crankcase lubrication system comprising an oil sump, an oil duc-t providing fluid communciation between said oil sump and said crankcase, a one-way valve to allow excess oil from said crankcase to return to said oil sump, and an air vent.
Further objects and the many attendant advantages of the invention may be best understood by reference to the following de~ailed description taken in conjunction with the accompanying drawings in which like reference symbols designate like parts throughout the figures thereof.
BRIEF DESCRIPTION OF THE DRAWINGS
FIGURE 1 is a cross-sectional side view of a two-cycle internal combus-tion engine in accordance with the present invention.
FIGURES 2 through 6 are a sequence of diagrams also illustrating a cross-sectional side view of the present invention which serves to show operation of a two-cycle engine in accordance with the present in~ention.
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1 DESCRIPTION OF THE PREFERRED EMBODIMENT .
2 Referring now to Fi.gure 1 of the drawings, an emission con-troll~d two-cycle internal combustion engine, in accordance 4 with the present invention, inc].udes a piston 2 situated to be ~ reciprocated in a cyiinder 4, The piston 2 is connected to a S crankshaft 6 by a connector rod 8 of conventional de5ign. A
7 conventional crankcase 10 is supplied with lubrica~ing oil . 8 through an oil duct 12 connectea to an oil sump 14. A one-way : valve 16 may--be used to have excess oil in the crankcase 10 re-turned to the oil sump 14~ An air-vent 18 provided in the oil 11 s~mp 14 may be used to prevent air locking.
12 ~ubrication.of the piston 2 and the bearings ~not shown) 13 of the subject two-cycle engine may be aGcomplished by either a-14 pressure or splash method, both of which are well known in the.
: 15 prior art.
16 -~ The-~piston 2~.is equipped with a sealing-ring~20 which i9 17 situated at, and fully encircles, the lower periphery of the 18 piston 2. The sealing ring 20 serves to keep the lubricating 19 oil in the crankcase 10 from escaping there~rom into the co~-21 bustion chamber 22 or the exhaust port 24 of the engine.
One or more compression rings 26 are provided at the .
22 upper periphery of the piston 2.
.23 The combustion.chamber 22 is pravided with an air input 24 port 28 through which pressurized air may be furnished by a blower 30 or the like for~the purpose of scavenging the combus-26 tion chamber 22.
27 Fuel is suppiied to khe combustion chamber 22 via a fuel 28 input duct 32 which may be appropriately connected to a timed 30 /~/// . .
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1 fuel injection system of any conventional design ~not shown~.
2 Ignition of the fuel is accomplished by the use of a conventlonal 3 spark plug 34 which may be connected to a conventional electrical 4 system used with internal combustion engines to be fired in timely fash.ion.
S The fuel input duct 32 communicates with the combustion chamber 22 by having an input port 36 in the side wall of the 8 cylinder 4. Preferably, the fuel input port 36 is situated.
9 above the upper edge 36 of the'exhaust port 24, such that the exhaust port 24 is he'arly closed or blocked by the piston 2 when ll fuel is injected through the input duct 32 and the port 36 into 12 the combustion chamber 22. A low pressure fuel injection sys- .
13 tem would be suitable for use if the port 36 is in close proxi~
14 mity to the upper ed~e 38 of the exhaust port 24. It is to be .' noted that the higher the input port 3~ of the fuel input duct 16 32 is on the wall of the cylinder 4~ the greater amount of pres- .
17 sure will be required to inject the fuel into the combustion .
18 chamber. However, the fuel input port 36 could be situated on l9 the'head 40 of the cylinder 4 if a high pressure uel injection system such as is conventionally used on diesel engines is used.
21 Reference is now made to Figures 2 through 6 for the pur-22 pose of describing the operation of the sub~ect two-cycle en-23 gine. The downstroke or expansion stroke of the engine is com-24 menced upon ignition of fuel contained in the combustion chamber Z5 22 b~ firing of the spark pl~g 34 as is illustrated by Figure 2.
26 Referring to Figure 3, continuation of the downstroke of the 27 piston 2 will resuit in the opening or uncovering of the ex-28 haust port 38 thereby perm.itting exhaust gases to escape from the 29 .///// ' ~ ' ' 30 /~//~ , , ' '.
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l ¦ combustion chamb~r 22. ~s shown in Figure 4, the opening o .~ ¦ the exhaust port 38 ls succeeded by the opening or uncovering 3 ¦ of the air input port 28 as the downward movement of the piston 4 ¦ 2 continues. The opening of the air input port 28 permits fresh
5 ¦ air to be blown into the combustion chamber 22 for thP purpose
6 ¦ of scavenq.ing the combustion chamber 22. The use of fresh air
7 ¦ eliminates the air pollution caused by prior art engines that ¦ use successive fuel charges for scavenging.
9 ¦ Upon commencement of the up or compression stroke of the ¦ piston 2, as shown in Figure 5, the upward movement of the piston ll ¦ 2 will close or again block the air ~nput port 28 and then the 12¦ exhaust port 38, as shown in Figure 5. The fuel injection sys-l~¦ tem would be timed in accordance with the present invention to 14¦ inject a controlled amount o~ fuel- 42 through the f~el input 15¦ port 36 inko the combustion chamber 22. As is well known, the 16 ¦ injection of fuel requires a very short period of time. Follow-17 ¦ ing such fue~ iinj~ction, th~. fuel input duct 36 is closed by 18 ¦ the piston 2 as the compression stroke is completed, as is l9 ¦ illustrated by Figure 6.
20 ¦ Upon the piston 2 reaching the end of the compression 21 ¦ stroke,-.a new cycle will- thereafter-begin and the spark plug 3 22 ¦ is again lred as illustrated by Figure 2.
23 ¦ From the foregoing description, it is now clear that the 24 ¦ subject invention provides an improved emission controlled two-25 ¦ cycle engine. Specifically,`the timed injection of pure fuel 26 ¦ ~rather than a gasoline-oil mixture) n OE ~he.~ of closure of the ex-27 ¦ .haust port 38, prevents raw fuel from intentionally or accidentially 28 ¦ being allowed to escape through the exhaust port 38 and eliminates 29 ~
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1 the presence of oil smoke and other unburned hydrocarbons in the 2 exhaust gases of the engine since oil is not mixed with gasoline.
3 Additionally, the use of pressurized fresh air to scavenge 4 the combustion chamher 22 instead of a fuel charye, as is conventionally done, further eliminates the potential of raw 6 fuel escaping through the exhaust port with exhaust gases.
Further, the use of a full skirted piston having a sealing
9 ¦ Upon commencement of the up or compression stroke of the ¦ piston 2, as shown in Figure 5, the upward movement of the piston ll ¦ 2 will close or again block the air ~nput port 28 and then the 12¦ exhaust port 38, as shown in Figure 5. The fuel injection sys-l~¦ tem would be timed in accordance with the present invention to 14¦ inject a controlled amount o~ fuel- 42 through the f~el input 15¦ port 36 inko the combustion chamber 22. As is well known, the 16 ¦ injection of fuel requires a very short period of time. Follow-17 ¦ ing such fue~ iinj~ction, th~. fuel input duct 36 is closed by 18 ¦ the piston 2 as the compression stroke is completed, as is l9 ¦ illustrated by Figure 6.
20 ¦ Upon the piston 2 reaching the end of the compression 21 ¦ stroke,-.a new cycle will- thereafter-begin and the spark plug 3 22 ¦ is again lred as illustrated by Figure 2.
23 ¦ From the foregoing description, it is now clear that the 24 ¦ subject invention provides an improved emission controlled two-25 ¦ cycle engine. Specifically,`the timed injection of pure fuel 26 ¦ ~rather than a gasoline-oil mixture) n OE ~he.~ of closure of the ex-27 ¦ .haust port 38, prevents raw fuel from intentionally or accidentially 28 ¦ being allowed to escape through the exhaust port 38 and eliminates 29 ~
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1 the presence of oil smoke and other unburned hydrocarbons in the 2 exhaust gases of the engine since oil is not mixed with gasoline.
3 Additionally, the use of pressurized fresh air to scavenge 4 the combustion chamher 22 instead of a fuel charye, as is conventionally done, further eliminates the potential of raw 6 fuel escaping through the exhaust port with exhaust gases.
Further, the use of a full skirted piston having a sealing
8 ring at the lower periphery thereof prevents lubricating oil
9 from entering the combustion chamber and from escaping through the exhausit port 38~ The use of a sealing ring also prevents 11 exhaust gases from entering the crankcase area ancl thereby pre-12 vents possible sludging of the lubricating oil, 13 It is clear that by confining lubri~ating oil`to the crank-14 case and preventing escape thereof through the exhaust system, that the consumption of lubricating oil is substantially reduced~
16 the quality of the lu~rication oil is able to be preserved for 17 longer periods of-time, and fouling of the spark plu~ 34 is re-18 duced.
19 The foregoing description of the present invention concerns a preferred embndiment that has been developed to date and it is 21 not intended to be limited with respect to the broad principles 22 involved herein. For example, while a single cylinder engine 23 ¦ has been described, multiple cylinder engines using the concept 24 ¦ of the present invention may be used.
25 ¦ Various modifications of the present invention are possible.
26 ¦ For example and as prieviously described, the placement of the 27 fuel input port.38 can be located at any of a number of different 28 positions on the wall~of the cylinder 4 or the cylinder head 40-29 ///// ~ ~ .
30 ///// , 31 /~
i ' ,~', . ',, ' ' ' .
. 8-..733 1 Clearly, while the preferred,embodiment has been described as in~
2 volving the injectio~ of fuel at a time when the exhaust port 3~
is nearly closed, uel may be injected after the exhaust port 38 , 4 is closed. Further, the time~ fuel .injection system connected .. , 5 to the fuel in~ut duct 32 may be of any of the various conven-tional types that are commercially available in the prior art.
, ~ , While ~ preferred embodiment of the present invention has 8 been described hereinabove, it is intended that all matter Gon-, tained in the above description and shown in the accompanying .,: drawings be interpretea as illustrative and not in a limiting 11 sense and that all modifications~ constructions~ and arrange~ent~
,~ ~ 12 which fall within the scope and spirit of the invention may be ' 13 made.
, ~4 ... '' 17 21 , z3 .
:~ 2d~ .
:
~6 .
27 .
2~ - .
, 29 ~.
~o : 31 ~ "
,.
`I
' '
16 the quality of the lu~rication oil is able to be preserved for 17 longer periods of-time, and fouling of the spark plu~ 34 is re-18 duced.
19 The foregoing description of the present invention concerns a preferred embndiment that has been developed to date and it is 21 not intended to be limited with respect to the broad principles 22 involved herein. For example, while a single cylinder engine 23 ¦ has been described, multiple cylinder engines using the concept 24 ¦ of the present invention may be used.
25 ¦ Various modifications of the present invention are possible.
26 ¦ For example and as prieviously described, the placement of the 27 fuel input port.38 can be located at any of a number of different 28 positions on the wall~of the cylinder 4 or the cylinder head 40-29 ///// ~ ~ .
30 ///// , 31 /~
i ' ,~', . ',, ' ' ' .
. 8-..733 1 Clearly, while the preferred,embodiment has been described as in~
2 volving the injectio~ of fuel at a time when the exhaust port 3~
is nearly closed, uel may be injected after the exhaust port 38 , 4 is closed. Further, the time~ fuel .injection system connected .. , 5 to the fuel in~ut duct 32 may be of any of the various conven-tional types that are commercially available in the prior art.
, ~ , While ~ preferred embodiment of the present invention has 8 been described hereinabove, it is intended that all matter Gon-, tained in the above description and shown in the accompanying .,: drawings be interpretea as illustrative and not in a limiting 11 sense and that all modifications~ constructions~ and arrange~ent~
,~ ~ 12 which fall within the scope and spirit of the invention may be ' 13 made.
, ~4 ... '' 17 21 , z3 .
:~ 2d~ .
:
~6 .
27 .
2~ - .
, 29 ~.
~o : 31 ~ "
,.
`I
' '
Claims (5)
1. An improved two-cycle internal combustion engine comprising:
a combustion chamber;
a piston slidable within said combustion chamber;
a crankshaft and connecting rod system to slide said piston up and down cyclically within said combustion chamber ;
a lubrication system to provide lubricant to said crank shaft and connecting rod system;
sealing means for separating substantially said lubricant from the combustion chamber to prevent burning of said lubricant and exhaust of resulting polluants;
timed means for igniting an air fuel mixture in each cycle of piston and crank shaft movement;
a timed exhaust port in gaseous communication with the combustion chamber for allowing the exit of exhaust gases from said combustion chamber after a power portion of each cycle has occurred;
a timed fresh air intake port in gaseous communication with the combustion chamber for admitting fresh air to the combustion chamber to help purge exhaust gases and to refill the combustion chamber with fresh air for the burning of the subsequently entered fuel charge;
means for causing injection of air to said timed fresh air intake port for the purging of exhaust gases and for providing fresh air to the said combustion chamber; and timed means of introducing fuel that is not a combustible mixture to the combustion chamber at a time near to or after the closing of the exhaust port such that said fuel may not enter the exhaust port before combustion takes place to cause pollution to the atmosphere.
a combustion chamber;
a piston slidable within said combustion chamber;
a crankshaft and connecting rod system to slide said piston up and down cyclically within said combustion chamber ;
a lubrication system to provide lubricant to said crank shaft and connecting rod system;
sealing means for separating substantially said lubricant from the combustion chamber to prevent burning of said lubricant and exhaust of resulting polluants;
timed means for igniting an air fuel mixture in each cycle of piston and crank shaft movement;
a timed exhaust port in gaseous communication with the combustion chamber for allowing the exit of exhaust gases from said combustion chamber after a power portion of each cycle has occurred;
a timed fresh air intake port in gaseous communication with the combustion chamber for admitting fresh air to the combustion chamber to help purge exhaust gases and to refill the combustion chamber with fresh air for the burning of the subsequently entered fuel charge;
means for causing injection of air to said timed fresh air intake port for the purging of exhaust gases and for providing fresh air to the said combustion chamber; and timed means of introducing fuel that is not a combustible mixture to the combustion chamber at a time near to or after the closing of the exhaust port such that said fuel may not enter the exhaust port before combustion takes place to cause pollution to the atmosphere.
2. A two-cycle internal combustion engine having:
a combustion chamber;
a spark plug extending therein;
a piston slidable within said combustion chamber;
a crankcase;
at least one bottom seal ring disposed about the periphery of said piston for preventing lubricant in said crank case from entering said combustion chamber;
an intake manifold independent of said crank case;
means to pressurise air within said intake manifold;
an air purge port providing gaseous communication between said combustion chamber and said intake manifold;
an exhaust port; and timed means for entering fuel into said combustion chamber at a time wherein said fuel is prevented from entering said exhaust port before being combusted.
a combustion chamber;
a spark plug extending therein;
a piston slidable within said combustion chamber;
a crankcase;
at least one bottom seal ring disposed about the periphery of said piston for preventing lubricant in said crank case from entering said combustion chamber;
an intake manifold independent of said crank case;
means to pressurise air within said intake manifold;
an air purge port providing gaseous communication between said combustion chamber and said intake manifold;
an exhaust port; and timed means for entering fuel into said combustion chamber at a time wherein said fuel is prevented from entering said exhaust port before being combusted.
3. The two-cycle combustion engine defined by claim 2, wherein said air purge port and said exhaust port are positioned in said combustion chamber such that the side of said air purge port which is furthest from said said crankcase is closer to said crankcase and a similar side of said exhaust port such that said piston, upon its upstroke away from said crankcase, closes said air purge port before it closes said exhaust port.
4. The two-cycle combustion engine defined by claim 3, wherein said means to enter fuel into said combustion chamber consists of a gasoline duct in gaseous communication with said combustion chamber and timing means for entering said fuel into said combustion chamber a time in a cycle near closure of said exhast port wherein the escape of unburned gasoline out said exhaust port is prevented.
5. A two-cycle combustion engine having;
(a) a cylinder defining a combustion chamber;
(b) a cylinder head;
(c) a spark plug protruding through said combustion chamber;
(d) a piston slidable within said combustion chamber;
(e) at least one bottom seal ring on said piston;
(f) a crankcase, said bottom seal ring serving to prevent lubricating fuel in said crankcase from entering said combustion chamber and being burned therein;
(g) an intake manifold independent of said crankcase;
(h) an intake fan to presssurize air within the said intake manifold;
(i) an air purge port providing gaseous communication between said combustion chamber and said intake manifold, said purge port being substantially rectangular in configuration;
(j) an exhaust port substantially rectangular in configuration, located substantially opposite said purge port;
(k) a gasoline duct in gaseous communication with said combustion chamber î located substantially above said air purge port;
(l) means to enter fuel, via said gasoline duct, into said combustion chamber after the air purge port is closed by upstroke of said piston, and immediately before said exhaust port is closed to prevent exhaust of unburned fuel; and (m) a crankcase lubrication system comprising an oil sump, an oil duct providing fluid communciation between said oil sump and said crankcase, a one-way valve to allow excess oil from said crankcase to return to said oil sump, and an air vent.
(a) a cylinder defining a combustion chamber;
(b) a cylinder head;
(c) a spark plug protruding through said combustion chamber;
(d) a piston slidable within said combustion chamber;
(e) at least one bottom seal ring on said piston;
(f) a crankcase, said bottom seal ring serving to prevent lubricating fuel in said crankcase from entering said combustion chamber and being burned therein;
(g) an intake manifold independent of said crankcase;
(h) an intake fan to presssurize air within the said intake manifold;
(i) an air purge port providing gaseous communication between said combustion chamber and said intake manifold, said purge port being substantially rectangular in configuration;
(j) an exhaust port substantially rectangular in configuration, located substantially opposite said purge port;
(k) a gasoline duct in gaseous communication with said combustion chamber î located substantially above said air purge port;
(l) means to enter fuel, via said gasoline duct, into said combustion chamber after the air purge port is closed by upstroke of said piston, and immediately before said exhaust port is closed to prevent exhaust of unburned fuel; and (m) a crankcase lubrication system comprising an oil sump, an oil duct providing fluid communciation between said oil sump and said crankcase, a one-way valve to allow excess oil from said crankcase to return to said oil sump, and an air vent.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US13627280A | 1980-04-01 | 1980-04-01 | |
| US136,272 | 1980-04-01 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1173369A true CA1173369A (en) | 1984-08-28 |
Family
ID=22472119
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000373828A Expired CA1173369A (en) | 1980-04-01 | 1981-03-25 | Emission controlled two-cycle engine |
Country Status (2)
| Country | Link |
|---|---|
| EP (1) | EP0036942A3 (en) |
| CA (1) | CA1173369A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2186323A (en) * | 1982-09-15 | 1987-08-12 | Antonio Ancheta | Two-stroke internal combustion engine |
| US4899699A (en) * | 1988-03-09 | 1990-02-13 | Chinese Petroleum Company | Low pressure injection system for injecting fuel directly into cylinder of gasoline engine |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US1575541A (en) * | 1921-08-25 | 1926-03-02 | Halvor Andresen | Internal-combustion engine |
| US2113979A (en) * | 1934-12-01 | 1938-04-12 | Whitworth & Co | Scavenging of two-stroke internal combustion engines |
| US2267333A (en) * | 1939-12-01 | 1941-12-23 | Reconstruction Finance Corp | Engine |
| FR906549A (en) * | 1944-03-02 | 1946-01-09 | Prospection Ind Soc D | Extended expansion motor |
| DE923753C (en) * | 1950-04-19 | 1955-02-21 | Walter Gutbrod | Slot-controlled two-stroke internal combustion engine working with air scavenging |
| FR1088836A (en) * | 1953-11-06 | 1955-03-10 | Meccanica Verghera | Advanced two-stroke compressor powered engine |
| FR1332488A (en) * | 1962-08-29 | 1963-07-12 | Multi-cylinder, two-stroke combustion engine with fuel injection directly into each cylinder | |
| DE2708561A1 (en) * | 1977-02-28 | 1978-08-31 | Koske Heinz Dietrich | Two-stroke engine with direct fuel injection - has induction port below exhaust port and deflector lands provided on piston crown |
-
1981
- 1981-02-21 EP EP81101241A patent/EP0036942A3/en not_active Withdrawn
- 1981-03-25 CA CA000373828A patent/CA1173369A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| EP0036942A3 (en) | 1982-05-12 |
| EP0036942A2 (en) | 1981-10-07 |
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